Brake mechanism for railway-cars.



Y W. BRAKE MECHANISM FOR RAILWAY CARS.

APPLICATION FILED JAN.3.19I6.

MARKY.

Patentd Oct. 9.1917.

2 SHEETYS-SHEET 1.

I I w. MARKY.

BRAKE MECHANISM FOR RAILWAY CARS.

I APPLICATION FILED JAN.3. I916- 1 242 360. Patented Oct. 9,1917.

2 SHEETS-SHEET 2| WILLIAM'MARKY, or BUFFALO, nnwYonK.

BRAKE MECHANISM non RAILWAY-CABS.

1,242,360. Original application filed June 3, 1915,

To all whom it may-concern." f

Be it known that I, WILLL MARKY a citizen of the United States, residing at Buffalo, in the county of Erie and State of New York, have invented certain new and useful Improvements in Brake Mechamsm vfor Railway-Cars, of which the following is a specification.

. My invention relatesto brake mechanism for railway cars. V V

The object of'my invention is to provide means for automatically increasing or diminishing the pressure of the brake shoes against the Wheels in proportion to the superposed weight carriedby the trucks ofthecar, and in proportion to the fmomentum of the car. I t T 7 To this end the invention consists in the combination, arrangement,-and construction ofparts to behereinafter described and particularly pointed out in the subj oinedclaims'.

This inventionis a division of my application for brake mechanism: 7 for. railway carsfiledJune 3, 1915, SerialNo. 31,900;

Inthe drawings, v

I F igureyl is a plan view of the trucks of a car equipped with my improved brake mechanism, the body of the car being shown I in dotted lines.

Fig. 2 is a side elevation of a portion of the car showing the brake mechanism at oneend thereof, and the connection of the.

same with the central actuator.

Fig. 3 is a detached perspective view of a portion of the brakemechanism showing.

the meansfor actuating the several brake shoes simultaneously.

Fig.4 is a sectional elevation showing one of the brake elements, the manner of supporting and fulcruming the same, with details of adjacent parts.

Fig. 5 is a sectional perspective 7 view showing adjacent brake levers spring-connected and .supported by the spring-plank member and pivotally applied to the bolster.

Referring now to the drawings in detail, similar numerals of reference refer to similar parts in the several figures. I j

The reference numeral 6 designates the car body supportedon the usual trucks 7 at opposite ends of the car. In the particular form of car shown, each truck has two car wheel axles 8,on each of which a pair of car wheels9 is mounted. These axles are journaledin suitable boxes (not shown) which form part of the truck, it' being Specification of Letters Patent.

1 In order to clearly I Patented Oct. 9,1917.

Serial 1\T o. 31,900. Divided and this application filed January 3,

1916. Serial No. cases.

thought'necessary to disclose only so much, of thetruck as is intimately connected with the brake mechanism. I I have shown each truck provided with a bolster 10,"the usual spring-plank member 11 beneath the bolster, and thesprings 12 betweenthe two whichyield in proportion to' the weight carried by the car, as iscommon lncar'construction. These springs may be of any .well known type and may be ,se-

cured in any practicable manner, In order to travel over curved portions of a track,

the trucks are of-course pivotally secured to the body of the'cai' by means of the usual k1ng'bo1t,and the bolster is provided with the usual truck center plate, with which cooperates the body center plate and through "both of which and the bolster a king bolt is passed all of w ch i Well knownin'ca construction. j w

which is somewhat different from the brake actuating-mechanism disclosed in my co,- pendlng application, above referred to, but

disclose the operation of the parts embod ed in this invention, I have shown brake actuating-mechanism, r

as the, actuating-mechanism, formsv no part of my present invention,}it is merely selec'ted as'one of many'forms with which my inventlon may cooperate In" this-application, bythe term'fbrake actuating-mechanism I mean that portion of the mechanism between 'thebrake levers and the prime mover, either the piston of the air brake cylinder or either of the brake I shafts at opposite ends of the car.

*At each end of the spring-plankmember 1 1 of each truck and at. opposite sides thereof, I provide brackets or carriers 13 to which are pivotally secured supporting links 14 having brake shoes 15 pivotally attached.

thereto, saidi shoesbeing adapted to be moved toward and from the treads of. the car wheels by means of brake levers 16 which are also secured nor near their lower ends to said brakeshoes, preferably by means of the same pivots which fasten the brake shoes to said-supporting links. In the particular form of truck shown there are two-brake shoes between the two wheels at each side of atruck, and it may "be said that the brake shoes are thus paired, also the supporting links and brake levers a'sso their pivotal points of connection withthe Cir capable of action independently of the other and the brake levers of these brake shoes are actuated by brake actuating mechanism, including a central actuator in the form of a rock-shaft 18 and intermediaries to be pres ently described. The lower "ends of the brake levers have opposite ends of a retraetile spring 16 secured thereto se that thebralze-shoes-are normally retained out of contact with the wheels 9. I Y 7 The rock-shaft 18 is positioned between the two trucks of the cars and arranged 'transversely, it being suitably "journal'ed in bearings 19 fastened to the car body in any 'practicablemanner. At each end of the car a "vertically-disposed brake shaft 20 "hav-.

'ing secured to its upper end a hand brake wheel 21, and to the lower end of "each'jo't said shafts a brake-shaft chaini22 1s secured, said chains being directed inwardly toward the'center of the car and havin'g'their inner ends connected to brake-shaft connech ingrods the inner extremities cit said rods being attached to arms 24,25,1"espectively, extending from the ro'c'l'z-shalt 1 8. Said arms are oppositely directed so that the rock-shaft may be actuated independently y rake shatts at either end of the ear. Said rock-shaft has also an arm 26 extending therefrom which has. pivotal connecti'on'with the piston rod 27 extending fromanair-controlled piston within a cylinde'r28; S'aid cylinder, the piston therein, and the piston'ro'd 27 form part oi? any air brake system capable of being controlled by the engineer'within the cab of a locomo- "ti've drawing the train.

"in the system shown, thepiston in the cylinder 28 is moved out v'ardly or in the direction 01 the arrow 29 in Fig. "1,by air-pressure, and when thus actuated the rocl r-shaiit is caused to rot-ate in the same direction as when actnated'by either of the brake-shafts 21 'at opposite ends of the car. The piston within the cylinder 28 is moved inwardly to nornialposition by means of a spring, or otherwise, after being relieved of pressure.

The intermediaries attached to the rock-- shaft 18 include compensating mechanism so that "the rocking movement of said shaft is imparted to the various brake levers 'to exactly equal degrees, thus causing the brake shoes 1.5 to exert pressure against the treads of the car wheels with equal force or power, regardless of whether-the car is traveling in a straight line or over acurved portion of the track. These intermediaries may comprise cables, chains or rods, or, a combination of such elements, as may be foun'ddesirable. r e I In the particular construction disclosed l cured to the top of the bolster.

neeejeeo vers 16, one of the ends of cables or chains 30, and these are-passed around rollers or sheaves 31 arranged within a housing 32 se- The opposite ends of these cables or chains are attached at 83 to a single eable, chain or other fieXibl-eelement 3e. Arranged adjacent each bolster 1O paralleltherewith isa short transversely-disposed bar Stifand each or these bars has pivotally connected thereto centrally between its ends a rod f3? capable :beingshortened 'or lengthened by n'ieans "of a 7 turn buckle 38. 'The opposite end of each rod '37 is p'ivota lly connectedto "transverselyacnsposed slide bar 39 gui'd ed ftor movement in guide brackets 10 secured to the underside "olthec'arQ Fas'teired toeach e of the transversely-disposed bars 36 at op-pe 'sitesi'des of its pivotal =connectionfwith its cooperating rod 37 are two clevises e' lhavin}; cable sheaves 36? rotatably arranged therein.

The single cable, sham -r other flexible element is passed around the sheaves 3'6" and are directed from said sheavesto and around rollers 01- sheaves 35 rotatable in heu'sings secured "to the top of the b'cilst'er adjaeentto'and at oppositesides ofthjeiking bol't thereon From said last mentioned frollers or sheaves the cable is directed'transvers'ely along the top of the bolster andiits opposite ends attahed to the cables" or V.

chains 30, as above stated! Tofthe slide-bar 39 a't ene end of the car I secure cables,

chains or otl er flexible elements 11 near. Op;-

posite ends of said bar and direct "the'sanie inwardly, and to t leys 1:2 are secured.

A cable 43 is p'assed"thrcugh pulleys 4 1 securedto a pair of arms 1-5 extending from the central actuator '18, said cable being dihe inner ends thereofipuliecte'd transversely, from one pulley to the other, thence 'lengtl'iwise of the-car, as at 416,

to the pulleys 42 and from saidpulleys 42 they are returned in two stretches 47 'connecticn to the slidebar 89 at the opposite end of the car.

By reason of the cables, chains or other shoes in exact accordance with the weight of the car. For this reason the braking power 1s increased or ClllillIlISllGCl according to the weight of the car or the weight carried by the car; and also according to theof each car is substantially such as is re' quired to stop all the cars of a train within substantially equal distances without causing them to slide and with the least possible jarring. In brake mechanisms now constructed, the braking. power applied to the wheels of the lightweight cars of a train is substantially the same as applied to the wheels of heavier cars, resulting in the light weight cars being suddenly stopped, while.

the heavier cars, due to their increased momentum, continue to travel along the tracks causing jarring of the cars and slipping of the wheels of the lighter cars along the rails, all of which is fully understood by those skilled in the art to which this invention relates.

With the use of the brake actuating mechanism shown, or any brake actuating mechanism capable of being secured to the upper end of the brake levers to draw the levers of each pair toward each other, my invention will be clearly understood, particularly since I have explained the connection of the several parts of the actuating mechanism shown so that the movement of the central actuator 18 will be'imparted tothe brake levers in a uniform manner.

It is of course understood that the brake levers may be arranged otherwise than herein shown so long as provision is made for changing the leverage of said levers, for the purpose stated.

Having thus described my invention, what I claim is,

1. In a brake mechanism for cars, the combination with a truck having a bolster and a spring-plank member, brake shoes adapted to bear against the wheels of said truck, a supporting link for each brake shoe pivotally secured to said spring-plank member, brackets secured to the bolster of said truck and having slots therein, brake levers passed through the slots of said brackets and fulcrumed therein, said levers acting against said brake shoes, and means for actuating said brake levers.

2. In a brake mechanism, the combina.

tion with a truck having a bolster, springs carrying said bolster and a spring-plank member supporting said springs, brake shoes connected to said spring-plank member,

slotted brackets connected to said bolster,

and brake levers connected to said brake shoes and extending upwardly through said slotted brackets, said levers being fulcrumed' againstone of the walls of the slots of said brackets and being adapted to have their fulcrum points change automatically as said bolster moves toward vorfrom said spring plank member. 3. In a brake mechanism, the combinatively movable in a vertical plane, brake shoes carried by one of sald members, brake levers for actuating said brake shoes each tion with a truck having two members rela- Y having a changeable fulcrum point on the I other member, and means for actuating said brake levers.

' 4. In a brake mechanism, the combination with a truck having two members relatively movable in a vertical plane, brake shoes carried by one of said members, slotted brackets secured to the other member, brake levers extending through said slotted brackets and adapted for actuating said brake shoes, and means for actuating said brake levers.

5. In a brake mechanism, the combination with a truck having two members arranged one above the other and relatively movable in-a vertical plane, brake shoes connected to one ofsaid members, slotted brackets connected to the other member, and brake levers connected to said brake shoes and extending vertically therefrom through said slotted brackets, said levers being fulcrumed against one of the Walls of the slots of said brackets and being adapted to have their fulcrum points change'automatically as said members are moved relatively, as described.

6. In a brake mechanism, the combination of said members, brake shoes pivotally connected to said links, slotted brackets con nected to one of said members,. brake levers 7 pivotally connected to said brake shoes and extending through said slotted brackets, and means for actuating said brake levers.

7. In a brake mechanism, the combination witha truck having two spaced members and springs interposed between said members so that one may move in a vertical plane with respect to the other, one of said members having brake-lever fulcrum points, brake shoes connected to the other member, brake levers attached to said brake shoes and adapted for changing contact with said fulcrum points, and means for operating said brake levers.

In testimony whereof I affix my signature.

WILLIAM MARKY.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. 0. 

